The BMW 6 Series had a long and interesting run on the market but met its demise as another of the automaker’s models took off. With roots that stretch back to the 1970s, the car saw several iterations over the years, culminating with a final generation of sleek, quick German luxury cars.

In the beginning, the 6 Series was a shapely two-door coupe with a pronounced “shark nose” front end and aggressive stance. The sportiness and beefy two-door looks evolved over the years, but the car also grew. BMW began offering four-door “coupes” and a convertible option in later models. Many models were available with BMW’s xDrive all-wheel drive (AWD) system and all offered impressive specs, but no 6 Series models were any longer available with a manual transmission as they had been in early model years. The car also came in various M-tuned models over the years, with later versions getting insanely powerful twin-turbo V8 engines.

Though it offered auto show-ready sports car styling and high-performance attitudes, the 6 Series became less practical than some of its counterparts. The third-generation cars got tiny rear seats, and they weren’t that great on fuel economy. Even with high-end features like a head-up display and the latest BMW iDrive infotainment, other vehicles in the automaker’s catalog were better options for many buyers. Competitors include the Audi A5 and A7, the Mercedes-Benz E-Class and C-Class, and more.

Generations: Four

• BMW 6 Series 1st Generation
• BMW 6 Series 2nd Generation
• BMW 6 Series 3rd Generation
• BMW 6 Series 4th Generation

Pros: Near-SUV levels of cargo space in Gran Turismo, intuitive tech, lively powertrain options
Cons: Almost nonexistent back seat, no longer on sale, no 6-speed manual transmission in later models

BMW 6 Series 4th generation (2018-2020)

Though it’s no longer in production or on sale, the latest BMW 6 Series is the most conventional-looking car in the group. Oddly, BMW continued selling the older 6 Series Gran Coupe alongside a newer Gran Turismo model. Although the Gran Turismo is classed as a five-door hatchback, its styling and profile lean hard toward the familiar sedan shape. Recent updates to the model include adaptive M Sport seats, BMW Laserlight headlights, and the latest safety tech and driver-assistance features. An Alpina B6 debuted during this generation with a massaged drivetrain and other upgrades over the standard car.

The 630i came with a turbocharged 2.0-liter four-cylinder engine and 48V mild-hybrid system making 258 horsepower and 295 pound-feet of torque. The 640i came with a turbocharged inline-six and mild-hybrid system for a combined output of 333 horsepower. BMW also offered a diesel in select configurations. Rear-wheel drive (RWD) was standard. The car’s long wheelbase, supremely comfortable front seats, and silky-smooth six-cylinder engines made it an excellent grand tourer and one of the best new cars of the time. The BMW 6 Series Convertible is one of the best-looking droptop cars around, and the same is true for the sexy 6 Series Gran Coupe models.

Ultimately, it was BMW’s other sleek gran coupe that killed the 6 Series. Sales of the larger, more expensive, and more refined 8 Series put significant pressure on the car, leading BMW to discontinue it after the 2019 model year. That said, rumors have floated for years that the automaker had plans to revive the car as an EV, so we could see an electric variant in the next few years.

BMW 6 Series 3rd generation (2011-2017)

BMW redesigned the 6 Series in 2011, bringing it closer in line with the styling and mechanical componentry of the BMW 5 Series sedans. The cars were offered in three body styles, including coupe, convertible, and four-door gran coupe. The convertible launched before the sedan, and the gran coupe came last. BMW debuted a new M6 model with this generation with a fresh M6 Gran Coupe body style.

BMW used a handful of engines in the third-gen 6 Series. The 640i came with a turbocharged 3.0-liter inline-six with 315 horsepower, while the 650i came with two versions of a twin-turbo 4.4-liter V8 that made either 402 or 444 horsepower, depending on the model year. The range-topping BMW M6 got a rowdier version of that engine that churned out a mighty 553 horsepower.

The third-gen 6 Series cars came with selectable driving modes, and BMW offered M Performance upgrades for all trim levels. The packages added features that included LED fog lights, Alcantara upholstery, sport seats, 19-inch wheels, and more.

BMW 6 Series Historical Models

With nearly a decade of service from its CS and CSL E9 coupes, BMW knew the aging platforms were simply not going to carry it into the coming decade. Truly, BMW came to represent much of the yuppie aesthetic of the 80s, but before that could happen, they’d need to contend with the changing direction of the auto industry as a whole. With new federal safety standards being introduced in the US, BMW realized a new approach would be necessary in order to continue selling to the Americans.

Rather than update the CS, the decision was made to design a new luxury sports coupe—the 6 Series. Just a year after the release of the iconic 3 Series, the 6 Series made its debut in 1976, with initial manufacture performed by Karmann but shifting to in-house production at the BMW headquarters in Munich within the year.

Upon introduction, the 630CS and the 633CSi were made available. Both came with inline six-cylinder (I6) engines, with the 630 getting a 3.0-liter fitted with a downdraft carburetor, and the 633 being motivated by a 3.2-liter, Bosch L-Jetronic fuel-injected engine. Both engines sported two valves per cylinder and came with the option of a four-speed manual or a three-speed automatic transmission. With 182 and 194 hp respectively, both the 630 and 633 were potent performers, able to leap to 60 mph in less than 8 seconds.

The changes came quickly for the 6 Series, however, and by 1978 there was a new horse in the stable—the 635CSi. Bumping displacement up to 3.4 liters, the 635 offered the savvy luxury enthusiast 215 hp. While this was an impressive improvement, the bigger jump was in torque figures. 224 lb-ft could definitely be felt as an upgrade over the 633’s 209 and even more so compared to the 630’s 188. Again offering the Bosch L-Jetronic fuel-injection system, the 635 could make it to 60 mph in about 7.5 seconds and do so in style.

Unwilling to hang on to carburetion any longer, BMW replaced the 630CS the following year with the fuel-injected 628CSi. Its 2.8-liter inline six had been borrowed from the 528i of the time and offered similar, albeit slower, performance figures in the 630CS. More importantly, it had a substantial upgrade in economy—perfect for the entry-level 6 Series. This was helped in part by the introduction of a five-speed manual this same year, a transmission that would remain in the 6 Series lineup for the rest of its initial run.

The 628CSi remained in production until 1987 with the same L-Jetronic fuel injection, despite the 635CSi getting moved up to the Motronic system in 1982. That was far from the sole change that year, as the 635 also received a new engine with a smaller bore and longer stroke, although still at the 3.4-liter displacement. The changes allowed an increase in compression from 9.3:1 to 10:1, but there was more to be seen in 1982. At that time, the European 6 Series received an upgraded interior and a slightly modified exterior—changes that would come to the US the following year. At the same time, the optional three-speed automatic received an extra cog, thereby further increasing fuel economy for the 6 Series.

But in 1989, the party ended. The 6 Series was abandoned in favor of the new 8 Series, and it wouldn’t be seen again for another 14 years. The 8 Series never really caught on, with US sales figures barely besting 1,000 per year over the first seven years of its lifespan. After ten years of lackluster 8 Series sales, the 6 Series was reintroduced in 2003 as a 2004 model.

Again based on its 5 Series stablemates, the second generation of the 6 Series started with the E60 platform to create the E63 and E64 coupe and convertible, respectively. At launch, the 6 Series offered a 630Ci, 630i, and 645Ci, with the 630 trims being powered by a 3.0-liter I6. It was a bit of a jump from the 630 of 1976, with 255 hp and 220 lb-ft of torque, but the 645 really showed up its ancestors with a 4.4-liter V8 producing 329 hp and 330 lb-ft of torque. Predictably, a diesel engine was available for European audiences but missing on US shores. Named the 635d, this version sported a 3.0-liter twin-turbo diesel that could also be found in the 335/535d. While 286 hp isn’t enough to set any records, it’s the engine's monstrous and seemingly ubiquitous torque that really sets off the envy meter. 430 lb-ft available at only 1,750 rpm can really change your perspective.